System of and apparatus for heating railway-cars or similar vehicles



(No Model.) 3 Sheets-Sheet 1."

.J. A. SHINN. SYSTEM OF AND APPARATUS FOR HEATING RAILWAY CARS 0RSIMILAR VEHICLES. No. 484,343.

Patented Oct. 11, 1892.

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(No Model.) 7 1 3 Sheets-Sheet 2.

J. A. SHINN.

SYSTEM 01- AND-APPARATUS FOR HEATING RAILWAY CARS 0R SIMILAR VEHICLES.No. 484,343. Patented Oct. 11, 1892.

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I 3 Sheets-Sheet 3. J. A. SHINN. SYSTEM 0]? AND APPARATUS FOR HEATINGRAILWAY CARS 0R SIMILAR VEHICLES. No. 484,343. Patented Oct. 11, 1892.

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UNITED STATES PATENT OFFICE.

JOSEPH ASH BROOK SHINN, 0F NEIV YORK, N. Y., ASSIGNOR, BY MESNEASSIGNMENTS, TO THE SAFETY OAR HEATING AND LIGHTING COM- PANY, OF NEWJERSEY.

SYSTEM OF AND APPARATUS FOR HEATING RAILWAY-CARS OR SIMILAR VEHICLES.

SPECIFICATION forming part of Letters Patent NO. 484,343, dated October11, 1892. Application filed September 2, 1887. Serial No. 248,564. (Nomodel.)

To all whom it may concern.-

Be it known that I, JOSEPH ASHBROOK SHINN, a citizen of the UnitedStates, and a resident of the city, county, and State of New York, haveinvented a new and Improved System of and Apparatus for HeatingRailway-Cars or Similar Vehicles, of which the following is aspecification.

My invention relates to a system of car heating in which a main pipeconnected with a source of heat-as, for example, a steamboilerconveys aheating medium to each car of a train through the instrumentality of abranch pipe, thus connecting the main pipe with fluid circulating andheating apparatus within each car. 7

' My invention consists in the organizations of apparatus hereinafterdescribed, and then succinctly expressed inmy appended claims.

In the accompanying drawings, whichillustrate the apparatus employed inmy improved system, similar letters and figures of reference indicatelike parts.

Figure 1 is a longitudinal section of a portion of a car on the lineX Xand X Y of Fig. 3, [the line X Y referring to the water-box andchimney-cowl at the upper left-hand corner of Fig. 1. The View shows thelocation of the systems of piping employed, as, also, a stove forheating the circulating water, when so required. Fig. 2 is a transversesection of Fig. l and shows the location of the piping systems andstove. Fig. 3 isa detail View in section of the expansion-jointemployed. Fig. 4 is a plan view of a car, showing one method of piping acar, &c.

In the drawings, A is a railway car or carriage of any desiredconstruction, in the end of which is located a stove B. This stove maybe such as is commonly employed in connection with ahot-water-circulating system, or it may be of any design or constructionto accomplish its purpose, which is, as previously stated, to generateheat and transmit same a coil of pipe 0 within the fire-pot.

said heat-generator is to heat the liquid system and to give directionto the circulating medium within each car, which is of prime importance.

In the drawings the stove shown is of the Well-known Baker type, and isprovided with Located above the stove is a reservoir D, provided with asafety-valve E and perforated cup F, adapted to contain salt or othermaterial for charging the circulating water and by the addition of whichthe water is rendered more capable of absorbing and radiating heat.Depending from the reservoir is the pipe G, which is carried to thefloor and along both sides of the car, passing under and crossing thecar opposite the stove and entering the coil 0 of the stove at H.

The coil 0 of the stove is carried out at I and upward into thereservoir D. It will be readilyunderstood that when the pipe systemspecified is partially filled with water or suitable liquid and heat isgenerated in the vi-- ciuity of the coil 0 that the liquid in the coilexpands, is carried up to the reservoir, descends by pipe G, and socirculates around the car, at the same time radiating the heat of theliquid in the pipes. This circulation will be maintained as long as theheat generated in the stove exceeds that of the circulating liquid.

The system as far as described, a coal-burning stove being employed, isthat now well known and commonly employed. Such systemI use as a part ofmy system and have herein designated it as the secondary system.

Referring now to the steam system, 10 indicates asteam-pipe carriedunder the car. It may be placed within the car. On the ends of the pipeare flexible coupling-tubes 11, with couplings 12. When a number of carsare coupled together, the pipe 10 forms an unbroken passage for steamfrom the source of primary supply, as from locomotive-boiler, (live orexhaust steam,) auxiliary boiler, or tender, or car, or stationaryboiler.

13 indicates a branch pipe taken 0E the pipe 10, carried upward. Thepipe 13 is tapped by the pipe 14, which is carried to the opposite sideof the car, the object of this arrangement being for the purpose ofcontrolhug the entrance of steam from the primary source bya singlevalve, as at 15. The valve is connected in any suitable manner with athermostatic electric device, which when energlzed by a rise or fall oftemperature above or below'a predetermined point serves to open or closethe valve 15. Such a device 1s shown at 16 and 17.

18 is an ordinary cut-oft valve in the pipe 14,by which the steam can becut ofi from the side of the car, to which the pipe 14 leads.

Referr1ng to Figs. 3 and 4, 19 indicates a pipe or drum surrounding thefluid-pipe G, and which gives off heat by direct radiation, andwhichItheretore call a radiator. This radiator also imparts its heat tothe pipe which it surrounds. The pipe G, however, is carried out at theend of the druin19 in order to connect the pipe with stove and reservolrand provide for the circulation of the contained fluid, in order toprovide for the difference in expansion between the pipe G and drum 1.9.The expansion packing-joint (shown at 21, Fig. 3) is made. use of andconsists of the gasket 22, screw-threaded to the pipe 19. The inner endof the gasket 23 s provided with a cone-shaped seat, and ly ing onthe-seat and surrounding the pipe G are the conical divided or splitrings 24 25, two rings being used, so as to break joints. The operationof the packing will be readily understood. The valve 15 being opened,the steam traverses the pipe 13 to the drum 19 or radiator, and by itspressure drives the conical rlngs along the conical seat and around thepipe, thereby contracting the diameter of the rings. The result is asteam-tight joint allowing perfect mobility of the parts. I make noclaim to the invention of this joint,

but simply as to its application to mysystem of heating.

Referring to Fig. 4, the drums or radiators 19 are shown connected bythe pipe 26, and located on this pipe is the safety-valve 27 andsteam-trap 28. The pipe. 26 is not connected to the pipe 10. All thesteam passing through the drums or radiators 19 enters by the pipes 13and 14 and leaves the drum by the pipe 26 and, as condensed water,escapes by the trap 28 or, when the pressure of steam exceeds thedetermined pressure for the system, by the safety-valve 27.

The safety-valve 27 may be of any convenient design, but preferably suchas will not have its action aifected by accumulation of salt from thebrine in circulation.

Many changes can be made therein without departing from the intent of myinvention.

I claim as my invention- 1. In a hot-water heating apparatus, thecombination, with a successive series of water-vessels, each having awater cell or chamber and a heating cell or chamber, of pipes or ductsconnecting the Water-chambers to form a circulating system, with a steamor heat supply pipe connected to the said heatingcells of saidwater-vessels, substantially as described.

2. In a car-heating system, the combination, with a system ofwater-circulating pipes within the car, of a main steam-pipe attaghed tothe car and means for connecting it with a suitable generator, asteam-radiator within the car and surrounding said water-circulatingsystem, and a branch pipe connecting said In witness whereof I havehereunto set my hand this 25th day of February, 1887.

JOSEPH ASHBROOK SI-IINN. Witnesses:

IRA R. STEWARD, KATE BUDD.

